Turbine engine



Aug. 10, 1948. E. F. OSBORNE TURBINE ENGINE 4 Sheets-Sheet l Filed June 9 2 2967716 OsZorzzc OSBORNE 2,446,847

TURBINE ENGINE Filed June 9, 1943 4 Sheets-Sheet 2 ,Z'geme F Qsfiarwe,

B) WW Aug. 19, 1943- E. F. OSBORNE TURBINE ENGINE 4 SheetsSheet 4 Filed June 9, 1943 5 am 2 as orzwe Patented Aug. 10, 1948 UNITED STATES PATENT OFFICE ruaamn ENGINE Eugene F. Osborne, Peach Bottom, Pa. Application June 9, 1943, Serial No. 490,201

2 Claims. 1

This invention relates to new and useful improvements in power plants such as turbine engines and is an improvement on my co-pending applications Serial Nos, 461,576, filed October 10, 1942, and 479,798, filed March 19, 1943, both for Turbine engines, and now abandoned.

An important object of the present invention is to provide a simplified turbine engine in which working parts are reduced to a minimum.

Another important object of the invention is to provide a simplified turbine engine wherein the par-ts are readily accessible for the purpose of quick repair or replacement.

The invention is characterized by the features of concentric annular air and fuel manifolds, disposed adjacent an injector plate of the engine; by a plurality of tangentially inclined combustion jets discharging their products of combustion against the rotor blades; by the provision of fuel conduits discharging directly into the jets adjacent their discharge ends; and by the further provision of swirl-producing inclined baille means disposed in the exit portions of the fuel jets.

Other objects and advantages of the invention will become apparent to the reader of the following description.

In the drawings:

Figure 1 is an end elevational view of the engine.

Figure 2 is a longitudinal sectional view taken on the line 2-2 of Figure 1.

Figure 8 is a transverse sectional view taken substantially on the line 3-3 of Figure 2.

Figure 4 is an inside elevational view of the compressor shell. 4

Figure 5 is a fragmentary detailed sectional view showing the combustion plate, vane and lets.

Figure 6 is a fragmentary detailed section showing the fuel deflectors, the section being taken on the line 6-6 of Figure 5.

Referring to the drawings wherein like numerals designate like parts, it can be seen in the drawings that numeral 5 denotes a stator of frusto-conical shape, the same having blades i'projecting inwardly therefrom in rows which alternate with rows of vanes 'Iwhlch project outwardly from hubs 3 on an elongated drive shaft 9.

An injector plate III is provided at the small end of the stator 5, while an end wall II is provided at the large end and this is bridged with the stator proper 5 by an annular exhaust conduit |2 which has its outlet at l3.

At the wall H is a bearing plate ll having a box I5 at its axial portion in which a bearing assembly I6 is located. v

A compressor is provided for the engine and 2 this is composed of a compressor shell II, to the axle portion of which an air conduit l3 extends. As denoted by numeral IS, the portion just outwardly of the axle portion of the shell I! is slightly constricted to conform with the trough-like passageways 20 of a compressor wheel 2|, these passageways 20 being defined by long and short blades 22, 23, respectively, on the compressor wheel 2|. A stub shaft 24 extends through the wheel 2| and through the bearing l3, this stub shaft projecting as at 25 into the adjacent and of the drive shaft 9. It can be seen that the end plate II has a bearing 26 for receiving this same end of the drive shaft 3.

A pipe 21 extends from the compressor shell II over the stator 5 to a manifold 28 which is in the form of an annular pipe from which tubes 29 extend to jet members 30, threaded into the injector plate Ill. The injector Plate I0 is provided with tangentially inclined, outwardly fiar ing or divergent nozzle 3| arranged in a circle, each adapted to form a jet entering directlyinto the blades or vanes I of the rotor, as seen from Figure 5. Into'the discharge end portions of said nozzles 3|, discharge the ducts 32 which extend transversely through the plate Ill and into which project fuel jet members 33, connected by means of tubes 34 with an annular fuel manifold 35. A supply line 36 extends to the fuel manifold 35 and has a suitable valve 31 therein. Any suitable ignition means is provided for initiating combustion, it being understood that the rate of combustion is controlled by throttling the fuel supply by means of valve 31.

'As can be seen in Figure 1, it is preferable that the stator walls I are divided into sections a, b bolted together as" at 38 for the purpose of convenience in reaching-the interior of the engine.

The ducts 32, adjacent the discharge ends thereof, are provided with small staggered deflectors 40 so as to break up and atomize the fuel as it enters the incoming air from conduits 23 in the nozzles 3|. Combustion will be eihcient and complete at these points; the force of the combustion acting obliquely, as shown in Figure 5 and against the vanes 3 and I.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, size and materials may be resorted to without departing from the spirit and scope of the invention as claimed hereinafter.

Having described the invention, what is claimed as new is:

1. In an internal combustion turbine includin a stator and a rotor each having rows of blades,

an injector plate in front of the mission side izing the fuel discharged into the divergent fluid nozzle.

2. The combination of claim 1 wherein said deflector plates are arranged in staggered formation in each of said fuel nozzles.

EUGENE F. OSBORNE.

REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS 10 Number Name Date 1,828,782 ,Morton Oct. 27, 1931 1,854,615 Lasley Apr. 19, 1932 2,323,617 Osborne July 6, 1943 

